US11193409B2 - Method for managing the lightoff of a pollution-control catalytic converter - Google Patents

Method for managing the lightoff of a pollution-control catalytic converter Download PDF

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Publication number
US11193409B2
US11193409B2 US17/058,732 US201917058732A US11193409B2 US 11193409 B2 US11193409 B2 US 11193409B2 US 201917058732 A US201917058732 A US 201917058732A US 11193409 B2 US11193409 B2 US 11193409B2
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Prior art keywords
catalyst
engine
exhaust
way catalyst
value
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US20210215075A1 (en
Inventor
Thomas Leone
Guillaume Saucereau
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Renault SAS
Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Assigned to NISSAN MOTOR CO., LTD. reassignment NISSAN MOTOR CO., LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: RENAULT S.A.S.
Assigned to RENAULT S.A.S. reassignment RENAULT S.A.S. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: SAUCEREAU, Guillaume, LEONE, THOMAS
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/101—Three-way catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/005—Electrical control of exhaust gas treating apparatus using models instead of sensors to determine operating characteristics of exhaust systems, e.g. calculating catalyst temperature instead of measuring it directly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
    • F01N2550/02—Catalytic activity of catalytic converters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/07—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas flow rate or velocity meter or sensor, intake flow meters only when exclusively used to determine exhaust gas parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0418—Methods of control or diagnosing using integration or an accumulated value within an elapsed period
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/0601—Parameters used for exhaust control or diagnosing being estimated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1404—Exhaust gas temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1621—Catalyst conversion efficiency
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method for managing the light-off of a pollution-controlled catalyst of an internal combustion engine of controlled emission type (operating with petrol).
  • a three-way catalyst on petrol engine systems has become mandatory.
  • the latter makes it possible to treat the three main pollutants, namely unburned hydrocarbons (HC), the carbon monoxide (CO) and the nitrogen oxides (NOx), with an efficiency greater than 98% on average.
  • the catalyst becomes effective only when it reaches a certain temperature, called light-off temperature.
  • the publication EP-B1-0639708 discloses an internal combustion engine control method that is used to rapidly heat up a catalyst to its operating temperature.
  • the mass flow rate of air feeding the engine is increased together with an adaptation of the weight of fuel, and the ignition angle is offset as far as possible in the retard direction.
  • This means makes it possible to increase the mass flow of exhaust gas and thus the temperature of the exhaust gases while conserving the engine torque: that corresponds to an increase in the enthalpy flow of the exhaust gases, allowing for a rapid heating of the catalyst.
  • such a method lacks accuracy, because there is neither measurement nor control of the quantity of heat supplied.
  • a method for managing light-off of a catalyst according to the invention makes it possible to dependably and accurately reach the light-off temperature of the catalyst, in order to stop the activation at exactly the right moment.
  • the subject of the invention is a method for managing light-off of a three-way catalyst placed in an exhaust line of a petrol engine, said engine comprising cylinders each provided with at least one exhaust valve.
  • a management method comprises the following steps:
  • a method according to the invention therefore proposes the fairest possible approach, which takes account of physico-chemical phenomena involved in the interaction between the exhaust gases and the catalyst.
  • a management method is driven by a computer embedded in the vehicle and having a program capable of performing the main steps of such a method.
  • the heat capacity of the exhaust gases is a constant, and that the mass flow of gas at the exhaust and the temperature of the gases at the exhaust valves are two parameters which can either be measured with suitable sensors, or be deduced from previously established mappings.
  • the mass flow rate of gas at the exhaust is determined by means of a flow meter. It can also be deduced, as is known per se, from an open position of a gas intake valve of the engine and from a pressure value and a temperature value in an engine intake manifold.
  • the temperature of the gases at the exhaust valves is modelled beforehand by an estimator derived from a cartographic model which is a function of the torque and of the engine speed, and which is corrected by the engine water temperature T°, by the spark advance and by the fuel-air ratio in the cylinder.
  • the temperature of the exhaust gases can be deduced from the temperature of the exhaust gases at a point of the exhaust circuit situated in proximity to the exhaust valves, for example a point of the engine exhaust manifold.
  • the threshold enthalpy value S is a function of the engine water temperature on startup and of the state of ageing of the catalyst. In this way, the higher the water temperature is on startup, the fewer the calories need to be added to heat the catalyst. Likewise, the newer the catalyst is, the less time it will take to bring the catalyst to its light-off temperature, because the light-off temperature of a new catalyst is lower than that of an older catalyst.
  • the threshold enthalpy value S is equal to the product of a first factor which is a decreasing function of the water temperature on startup of the engine, and of a second factor lying between a positive value close to 0 and a value close to 1 and which depends on the state of ageing of the catalyst.
  • the second factor tends toward a value close to 0 when the catalyst is new and tends towards a value close to 1 when the catalyst is very old.
  • the state of ageing of the catalyst is determined from the damping of the amplitude of a signal of fuel-air ratio downstream of the catalyst relative to the amplitude of a fuel-air ratio signal upstream of said catalyst, which characterizes its oxygen storage capacity, also referred to by its acronym OSC.
  • OSC oxygen storage capacity
  • a management method offers the advantage of proposing a concrete and realistic solution for stopping the activation of the catalyst, thus avoiding having a largely inefficient catalyst if the supply of calories has been interrupted before it has reached its light-off temperature, or having a fuel overconsumption if the supply of calories is continued even if it has already reached its light-off temperature.
  • the result thereof is that, with such a method, the catalyst will always be effective, whatever the temperature of the water on startup and the state of ageing of the catalyst.
  • FIG. 1 is a diagram of the temperature of the catalyst as a function of time, illustrating stoppages of activation of the catalyst according to several configurations, incorporating, in four different cases, a particular driving style and a state of ageing of the catalyst.
  • FIG. 1 is a diagram of the temperature of the catalyst as a function of time, illustrating stoppages of activation of the catalyst according to several configurations, incorporating, in four different cases, a particular driving style and a state of ageing of the catalyst.
  • the principle of a management method according to the invention consists in estimating the quantity of heat or the number of calories to be sent to the catalyst to stop its activation at exactly the right moment. It is assumed that this management method is implemented by a computer embedded in a vehicle having a petrol engine, said engine comprising cylinders each equipped with at least one intake valve and at least one exhaust valve.
  • a step of calculation of the enthalpy H of the exhaust gases making it possible to determine the quantity of the heat supplied to the catalyst.
  • This temperature can be modelled beforehand by an estimator derived from a cartographic model which is a function of the engine speed and torque, corrected by the T° of the water of the engine, by the spark advance and by the fuel-air ratio in the cylinder.
  • the fuel-air ratio is the ratio of the quantity of fuel divided by the quantity of air.
  • This threshold enthalpy is a function of two parameters, which are the water temperature on startup and the state of ageing of the catalyst.
  • the threshold enthalpy S is equal to the product: of a first factor which is a decreasing function of the water temperature when the engine starts up.
  • a first factor which is a decreasing function of the water temperature when the engine starts up.
  • the ageing of the catalyst which corresponds to its loss of effectiveness, can for example be determined from the damping of the amplitude of a signal of fuel-air ratio downstream of the catalyst, measured by an oxygen probe downstream of the catalyst, relative to the amplitude of a signal of fuel-air ratio upstream of the catalyst, measured by an oxygen probe upstream of the catalyst. Any other diagnostic method known to the person skilled in the art, such as, for example, a calculation of the maximum oxygen storage capacity, can also be used to determine the state of ageing of the catalyst.
  • FIG. 1 which illustrates the change in temperature of the catalyst as a function of the period of activation of said catalyst, for a given type of driving of the vehicle, and for a given state of ageing of the catalyst
  • the curve 1 relates to sporty driving and the curve 2 relates to slower driving.
  • Temperature corresponding to sporty driving increases more rapidly than that which corresponds to slower driving because of the discharging of a greater number of calories at the exhaust of the engine.
  • the necessary activation period is therefore shorter in the case of sporty driving than in the case of slower driving.
  • the light-off temperature of a new catalyst T 1-one is lower than the light-off temperature of an old catalyst T 1-o,odd , as can be seen on the ordinate axis of the diagram of FIG. 1 .
  • the necessary activation period is therefore shorter in the case of a new catalyst than in the case of an old catalyst.
  • the ageing of a catalyst has a greater influence on the activation period than the type of driving profile, which is reflected by the verification of the inequation: t B ⁇ t C , such that the following hierarchy is verified: t A ⁇ t B ⁇ t C ⁇ t D .

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Materials Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Analytical Chemistry (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
US17/058,732 2018-05-29 2019-05-28 Method for managing the lightoff of a pollution-control catalytic converter Active US11193409B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR1854587 2018-05-29
FR1854587A FR3081918B1 (fr) 2018-05-29 2018-05-29 Procede de gestion de l’amorcage d’un catalyseur de depollution
PCT/EP2019/063732 WO2019229027A1 (fr) 2018-05-29 2019-05-28 Procede de gestion de l'amorcage d'un catalyseur de depollution

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US20210215075A1 US20210215075A1 (en) 2021-07-15
US11193409B2 true US11193409B2 (en) 2021-12-07

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US17/058,732 Active US11193409B2 (en) 2018-05-29 2019-05-28 Method for managing the lightoff of a pollution-control catalytic converter

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US (1) US11193409B2 (zh)
EP (1) EP3803072A1 (zh)
JP (1) JP7387647B2 (zh)
KR (1) KR20210013711A (zh)
CN (1) CN112219017B (zh)
FR (1) FR3081918B1 (zh)
WO (1) WO2019229027A1 (zh)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111878204B (zh) 2020-07-21 2021-09-03 同济大学 一种柴油机氧化催化器故障诊断方法
CN113586209B (zh) * 2021-09-02 2023-10-31 联合汽车电子（重庆）有限公司 汽车发动机催化器快速起燃控制方法及系统
FR3137718A1 (fr) 2022-07-08 2024-01-12 Renault S.A.S procédé d’optimisation du chauffage d’un catalyseur pour limiter la consommation de carburant

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0639708A1 (de) 1993-08-19 1995-02-22 Audi Ag Verfahren zum Betrieb einer Fahrzeug Brennkraftmaschine
US20040065077A1 (en) 2002-10-02 2004-04-08 Honda Giken Kogyo Kabushiki Kaisha Exhaust gas purifying apparatus for internal combustion engine
FR2981690A3 (fr) 2011-10-21 2013-04-26 Renault Sa Procede de depollution d'un moteur a combustion interne et moteur a combustion interne fonctionnant a richesse 1
US20150275792A1 (en) * 2014-03-26 2015-10-01 GM Global Technology Operations LLC Catalyst light off transitions in a gasoline engine using model predictive control
US10808594B2 (en) * 2018-04-20 2020-10-20 GM Global Technology Operations LLC Generalized cold start emissions reduction strategy

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2860866B2 (ja) * 1993-11-02 1999-02-24 株式会社ユニシアジェックス 車両の触媒温度検出装置
JPH07229419A (ja) * 1994-02-18 1995-08-29 Toyota Motor Corp 内燃機関の触媒暖機制御装置
JP4122849B2 (ja) 2001-06-22 2008-07-23 株式会社デンソー 触媒劣化検出装置
GB2492354A (en) * 2011-06-28 2013-01-02 Gm Global Tech Operations Inc Operating an i.c. engine having an electrically driven charge air compressor
US9903307B2 (en) * 2016-01-04 2018-02-27 Ford Global Technologies, Llc Method of fuel injection control

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0639708A1 (de) 1993-08-19 1995-02-22 Audi Ag Verfahren zum Betrieb einer Fahrzeug Brennkraftmaschine
US20040065077A1 (en) 2002-10-02 2004-04-08 Honda Giken Kogyo Kabushiki Kaisha Exhaust gas purifying apparatus for internal combustion engine
FR2981690A3 (fr) 2011-10-21 2013-04-26 Renault Sa Procede de depollution d'un moteur a combustion interne et moteur a combustion interne fonctionnant a richesse 1
US20150275792A1 (en) * 2014-03-26 2015-10-01 GM Global Technology Operations LLC Catalyst light off transitions in a gasoline engine using model predictive control
US10808594B2 (en) * 2018-04-20 2020-10-20 GM Global Technology Operations LLC Generalized cold start emissions reduction strategy

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Publication number Publication date
CN112219017A (zh) 2021-01-12
CN112219017B (zh) 2022-09-13
FR3081918B1 (fr) 2020-05-08
JP2021525334A (ja) 2021-09-24
EP3803072A1 (fr) 2021-04-14
US20210215075A1 (en) 2021-07-15
WO2019229027A1 (fr) 2019-12-05
KR20210013711A (ko) 2021-02-05
FR3081918A1 (fr) 2019-12-06
JP7387647B2 (ja) 2023-11-28

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